Motor-vehicle.



No- 837,628. PATENTED DEC. 4, 1906.

J. M. LANSDEN, JR.

MOTOR VEHICLE. APPLICATION FILED 00114.1904.

Witnesses I11 Ven tor In 911. 6x4446441 Attorneys.

Attorneys.

Inventor PATENT-ED DEC. 4, 1906.

J. M. LANSDEN, JR.

MOTOR VEHICLE.

APPLICATION FILED 0OT.14.1904.

3 SHEETS-SHEET 2 Wi'tn asses used upon frames of di Unrr sans PATENT @FFIOE.

JOHN M. LANSDEN, JR, OF ORANGE, NEW JERSEY. MOTOR-VEHICLE.

Specification of Letters Patent.

Patented Dec. 4, 1906.

Application filed October 14, 1904. Serial No. 228,416.

tions and battery may be so placed as to have the ro er ro ortion of wei ht u )011 the front an ba dk vl heels. g l

Another object is to simplify the construction ofthe frame and reduce the cost thereof, and particularly to make it possible to employ standard size and typeof motorsupports and gearing-supports which may be erent lengths without change.

Another object is to produce a frame which-may be assembled upon the wheels without the need of first attaching the motor and gearing and other ex en'sive parts. Such parts may be purchase after the running-gear is assembled, thereby increasing the facility of manufacture and reducing the cost by the fact that capital is not tied up in the expensive parts of the vehicle until such parts are actually required. for use.

Other objects I have in view are to increase the eiliciency of the motor and gearing supports, as will more fully appear hereinafter.

I attain these objects by the mechanism illustrated in the accompanying drawings, in which V Figure 1 is a plan view of the framework and running-gear of a motor-vehicle embodying my invention. Fig. 2 1s a sectional View thereof, taken on the line 2 of Fig. 1. Figs. 3 and 1 are diagrammatic views of motor-vehicles, showing the different location of battery-boxes and counter-shaft and motor. Fig. 4 is a plan view, on a reduced scale, of a modified form of framework. Fig. .5 is a perspective view of the parts of the motor-sup porting framework, showing how it is removed from the main frame of the vehicle. Fig. 6 is a pers ective view of the adjusting mechanism of tlie counter-shaft frame. Fi s. 7 and 8 are side views of modifications of t 1e mechanism shown in Fig. 6; and Figs. 9 and 10 are plan views of the devices illustrated in Figs.'7 and 8, respectively.

In all of the views like parts are designated by the same reference-numerals.

In carrying out my invention I provide a framework which comprises side members 1 1 and cross-pieces 2 2. The framework, as shown, is rectangular, the said side members being parallel, and is formed of wood, with a strengthening flat bar of metal 3 on the inside thereof. The length of the framework depends upon the character of the vehicle,

. and the number of cross-bars used may vary according to the lengthof the frame, crossbars being introduced where necessary in order to secure the desired rigidity. The frame is mounted upon springs 4 4 and axles 5 5, to

which are attached the front and rear wheels 6 and 7, respectively. The springs 4 4 are attached to the usual brackets, which may be bolted at any desired laces upon the side pieces 1 1. The front a eis of the usual n10- torvehicle-steering type and is provided with a steering-gear, a part of it being indicated at 8, which may be attached to one of the cross-pieces 2. The motor 9 instead of being upon or adjacent to the rear axle, as is the usual practice, is located at the front of the frame in order to secure a better distribution of weight. The motor drives through a chain 10 to a sprocket 11, secured to the differential 12 on the counter-shaft 13. The extremities of the counter-shaft carry sprockets 14, which engage with the chains 15 and transmit motion to the sprockets 16, mounted upon the hubs of the rear wheels 7 7. A thrust-rod 17, provided with an adjustingturnbuckle 18, connects the rear axle to the frame, whereby the propelling strain is transmitted from the axle to the frame through the thrust-rod and not through the springs. The turnbucklelon the thrust-rodjpermits adjustment of the tension of the chain.

The motor 9 is mounted upon an auxiliary frame which comprises angle-irons 19 19. The extremities of the vertical web of cach iron are cut away, forming notches 20, (see Fig. 5,) which engage with the horizontal web of angle-irons 21, bolted to the inside of the side pieces 1 1, which constitute ways, the angle-irons 19 19 being below the upper ed es of the side pieces.

he angle-irons 19 are secured to the mo- Ida ment of supporting the motor the two, supporting angle-irons 19 19 will be on the same orizontal plane and on the plane of the'horizontal center of the motor. The two supare subjected. to 'a pulling's train only and not", a pushing stress; Therefore they may be made very-light and atthe same time will on the mainframe of the vehicle.

Erevent breakage o which is of extreme simp sirength., The motor ame is moved and ports will also be ractically u on the'same plane as the'line o pull of the c ain 10. This arrangement of supports fbrjthe motor-Will tend to prevent twists'and distortions of the motor and its supports, and will therefore parts and binding of the earlngs.

When in position, the horizontal webs of the 'angles'19. 1 9 will rest upon the horizontal webs of the angles 21 21, as shown in Fig. 1.

The motor 9being bolted to the an les19'19,

it *ri 'dly holds the latter in paralle relation,

so .t

bodily moved in a horizontal-direction and the chain 10 ti htened or slackened,'.as desired.v Thestructure lproduces a frame secured in positiohby means of threaded rods :22, having adjusting-nuts 2323, which en g ge with the forwardm'ost cross-piece 2; By

this means the motorqmay'bevery readilymoved backward at lid forward and the proper tension'givento the chain 10. The'rods 22 not allow the chain to slacken. The pull of the rods 22 keepsthelmotor and its supporting-frame .under tension'in the direction of ex'pansionandnot in the direction of compression. Thereforethe parts may be made very light.

, In order to remove the motor-and its, frame from the main frame, the horizontalwebs of the'angle-irons 2 1 are provided at'a suitable pomt' with a notch 24, so that one-of the an may-be lifted vertically and disengles. 19'

This n'otc-h'. is

gag-ed from" the 'angle-iron '21. in such a I gle-iron 19 is overthe notch theu'ear' angleiron will be beyond the rear extremity of the and the'frame'niay'be' may, :eemploye'd. This plate as angular angle-iron 21;, V Y lifted upward, as shown in Fig. '5. The 'al justing-rods 22 maythenbe disengaged from the cross-bar 2, if desired; By providing the motor-frame with means for removing it in this manner it may be lifted out of the main frame with; great eas e a nd without the need of moving 1t a great dlstancelongitudina'll at the motor, with its frame, may becity, lightness, and

"zontal; By rotating both position that when the foremost an- 7 The counter-shaft l3 I is mountedin bear mg-s25. 25; bolted to lateral angle-irons 26 26,

constituting-an auxiliary frame. The bear-1.

ings 25 are sufficiently strong to" produce a rigid framework, so that the shaft 13will run freely in its bearings without binding, irrespective of the elasticity of the main frame.

By this means simple straight line bearings may be used for the counter-shaft and the a need of employing self-alining or complicated and expensive bearings isfl obviated; The counter-shaft frame is carried below the: side members 11 and inaybe'securedthereto in various ways 7 irons 26 are provided with hoo which engage with-an angle-1ron28, secured As shown in'Fii. 6, the anglebrackets 27, r

to the in'nerside of the longitudinal members '1 1. By this arrangement the auxiliary frame may be moved'longitudinallyibelow "the-frame to provide for'lar'g'e' adjustments of the chains 15, small adjustments being taken care ofby the thrust-bars" 17 and turnbuckles 18. Should, However, the chains stretch considerably, it'may'be found more convenient to adjust them. by moving the counter-shaft than-by moving therear axle by means of thethru st rods and turnbuckles.

In order to'remove the auxiliary frame," the angle-irons "2,8 are each rovide'd with-a notch '29 of-sufficient widt' to'allow one'of the hook-brackets 27 to pass through it. This notchis locat'ed' atsu'h a point that when nehoOk-bracket 'is'passed through itthe other will be clear-of the angIe iron 28. In order to adjust the longitudinal position of the auxiliary'i-frame the mechanism illustrated in '6 maybe-em loyed. This comprises cam-plates :30 "an 31, pivoted upon bolts 32 32 fThe'cams30 and 31 en'-' 1 gage with the hook-brackets 27 The camplates are"rectangu'lar, as shown, the'point of pivotin'g bein'g eccentric. shown in.

caljwhile-plate 31 has its longest axis hori-, cams the position of the auxiliary frame will very close limits; I

-Instead ofthe cam lates. above described vas 'le plate .33, as-s own'in Fi 7-and9,

mentbeing-secure'd' by l' ting the plate until the bolts 35 become disengaged from the notches and. then moving it to the proper position. h

' The battery-box 38 is hung from-the frame 6, the. plate 30 has its longest axis verti.-.

notches 37 (see Fig. 8') may beem loyed", the adjust- IIC be adjusted within 1 its by meansv of vertical supports 39 and diagonalbraces 40 in the usual manner. These supports 39 are shown as continuous straps passing under the box and having hooked extremities which engage with the top of the side members of the frame. A single box arranged between the counter-shaft and the rear axle may be employed, as shown in Fig. 2, or two boxes 41 42, one in front and one behind the rear axle, maybe used, as shown in Fig. 3, or two boxes 43 44, one in front of and one behind the counter-shaft, as shown in Fig. 4, may be employed. Only these modificatipns are illustrated; but it is evident that.

the position of the motor, countenshaft, and battery-boxes maybe changed as desired by merely adjusting the lengthof the frame and I .placing' the angle-irons 21. and 28 in the proper position. By making the frame of rectangular shape, as described, the motor and battery-boxes may be placed where desired,-

the same length of angle-irons 19 19-being capable of use at any part of the frame and the vertical supports 39 being capable of use at any position of the frame Without any change whatever. This is particularly advantageous, as the separate portions ofthe vehicle may be manufactured and assembled in different forms without changing the parts in any way.

In building the main frame is adjusted upon the axles and wheels, the battery-boxes are built as desired, the supporting angleirons are placed inposition, the steering-gear,

brake, controller, &c., may be attached, and the body built before the motor and counter shaft are purchased. These latter may be cheaply and quickly attached to their frames and placed within the main frame at the last 'moment, thus chea ening. the cost of. manufacture of the vehic e by not tying up capital .in the expensive parts.

In the modification shown in Fig. 4 two motors 45 46 are employed, each having the auxiliary frame described in connection with the single motor and mounted upon ways in the same manner. The motor 45 drives through a chain 47 to a short shaft '48 and from there by means of a chain 49 to one of the driving-wheels. The motor 46 is connected by a chain 50-to a shaft 51, similar to the shaft 48,'and rotates the other drlvin wheel by means of a chain 52. Screw-ro s 53, similar to the rods 22, providedwith nuts, are used for adjusting the tension of the'cham 47. Additional rods 54 are employed for adjusting the tension of the chain 50. By this construction a differential i not required; but the motors may be adjusted and rem Med with as much facility as where a single motor is employed.

Having now described my invention, what I claim as new, and desire to secure byLetters' Pa tent,1s

of the lugs.

2. In a motor-vehicle, the combination with a mam frame, an auxiliary frame, the mam frame. having an angle-iron, lugs carried by the auxiliary frame and engaging with the angle-iron, an'da notch formed in the angle iron to permit removal of the auxiliary frame.

3. In a motor-vehicle, the combination with a main frame, an auxiliary frame, the main frame having an angle-iron, lugs carried by the auxiliary frame and engaging with the.- angle-iron, and cams carried by the ma n frame and engaging with the lugs.

4. In a motor-vehicle, the combination with a main frame, an auxiliary frame, the main frame having an angle-iron, lugs carried by the auxiliary frame and engaging With ,the angle-iron, cams "carried by the main frame and engaging with the lugs, and a notch in the angle-iron to permit the-removal of the auxiliary frame.

5. In a motor-vehicle, the combination with a frame and supporting-wheels, the said framehaving ways, of a plurality of motors thereon, the said motors being mounted in auxiliary frames engaging with the ways, of means for separately and independentlyadjusting the motors in relation to the frame.

6. A motor-vehicle having a frame and sup porting-axles and steering and driving wheels, and connecting-springs, a countershaft on the frame, and connections between the counter-shaft. and driving-wheels, the frame being of-general rectangular sha with parallel side members, a motor, ang eirons on the inside of the frame, angle-irons on the motor and arranged to enga c with the angle-irons on the frame, the ang e-irons on the motor being below the u per ed e the frame, and the different angl arranged that they may be located at any part of the vehicle-frame, a chain connecting the motor and counter-shaft, and a batterybox, and stra s with hooked extremities pass ing under t e battery-box, and engaging e-irons eing so with the side members of the frame, the parts being so proportioned. and arranged that the location of the motor, counter-shaft, and battery-box may be varied as desired, without changing the shape or roportions of the supports for the motor or attery-box.

7. In a motor-vehicle, the combination with a frame, and a motor, angle-irons on the sides of the motor, forminga su porting-frame therefor, and angle-irons on tiie frame, upon which the motor angleirons engage, the'vertical Web of said motor angle-iron having a notch in the extremity, which notch engages with the horizontal webof the angle-iron on the frame.

' therefor, and angle-irons on t 8. In ainotorrehicle, the combination with= the horizoptal Web, by means of which the 10 a frame, and a motor, angledrons on the sides motor angle-irons may be lifted out.

of the motor, forming .a ;supo1 ting-frame which the motor ang1eirons engage, the Ver tlcel web of 52nd motor angle-iron havlng a notch in the extremity, which notch engages with the horizontal Web of the angle-iron on the frame, the said frame having a ndfich'on This specification signed and witnessed this e frame, upon 29th dayof September, 1904.

JOHN LANSDEN, JR;

Witnesses; I

DAVID S. LANSDEN, JAS..F. COLEMAN. 

